US1830049A - Carpuretor - Google Patents

Description

Nov. 3, 1931. o. c. BERRY ET AL 1,830,049

CARBURETOR Original Filed May 15, 19g3 2 Sheets-Sheet 1 IN VEN TOR .5 One (in re: 49:4: x mm 142M990 mum;

ATTORNEY.

Nov. 3, 1931. QC. BERRY ET AL CARBURETOR Original Filed May 15, 1923 2 Sheets-Sheet IIIII ll/l??? A TURNEY.

Patented Nov. 3, 1 931 Ulll'l'ED s'rA'ras PATENT oar-lea OTTO CARTER BERRY AND EOWARD W. LINKERT, OF INDIANAIOLIS, INDIANA BIGN'OBS TO THE WEEELER-SGEEBLEB GAJB'ZBURETOB 00., O1! INDIANAPOLIS,

INDIANA, A CORPORATION OF INDIANA cannuaaroa Original application filed Iay 15, 1823,, Serial No. 688,191. Divided. and this application. filed November 10, 1995. Serial. No. 68,168.

This application is a division of our copending application Serial No. 639,191, filed May 15, 1923; andrelates generally to the acceleration device. which was shown in such co-pendingapplication and was divided out of 1t in res ipnse to a requirement for division by the atent Oflice.

This carburetor, which as a whole is the same carburetor as that shown in such copending application Serial No. 639,191, is-

an lmprovement on the carburetor invented by one of the present appllicants, Otto Carter Berry, and described in 's 00- ndin application Serial No. 635,013, filed April 2 1923. i

The present invention has the same general objects in view as the previous invention of saidOtto Carter Berry, with the exception that here special emphasis has been put upon thefollowing point:

As is pointed out in the aforesaid Berry application, when the throttle of a carburetor is suddenly opened wider, at least a portion of the gasoline will lag behind the air in its passage through the intake manifold of an engine, and this will result in a temporarily impoverished mixture at the engine cylinder, often being accompanied by a temporary lack of power or even by the. stalling of the engine. This period of impoverishment is very shortin its duration, however, and may be overcome by supplying a temporarily enriched mixture from the carburetor. It is also true that during periods of deceleration I the liquid fuel flows to the cylinders in amounts in excess of the requirements, tending to cause the engine to load. Supplymg extra fuel too rapidly during acceleration or supplying it for too longa time will pro-- duce inferior results during acceleration, but will be especially bad in its effects when the acceleration is immediately followed by a deceleration. Itis therefore the principal object of this invention to. obviate these difli- .culties by accurately adjusting the amount of extra gasoline to the requirements of the engkilne both asto the rate of delivering it and t e length. of time during which it. is delivered. a 4 v The accompanying drawings illustrate our invention, and show a preferred embodiment.

elevation, showing the control levers and ad- A justments.

Our carburetor has a main body 1 and a float bowl 2. Air may enter the carburetor in two ways. It may enter (Fig. 1) through the fixed-air passagewa made u of an inlet3, a passageway 4 lgs. 1 an 2), and a venturi 5 (Fig. 2), picking up and atomizing the gasoline at the end of a gasoline jet or nozzle 6; and, when this passageway 1s not large enough, by a variable auxiliary-air passageway 8 (Fig. 1) having at its entrance a spring-seated air-valve 7 which will be depressed to allow such air to enter through such auxiliary-air passage 8 as is required. In either case, the air passes through the body of the carburetor past a throttle 9 and out through a mixture-discharge opening 10.

The gasoline enters the float-bowl 2 through a strainer ca 11 and'past a float-needle 12, and the gasohne level is regulated by a float 13 operating said float-needle. From the floatbowl, the gasoline is drawn through the passageway 14 (F ig. 2 past atapered needle or fuel-valve 15, an is controlled at the circular orifice formed between the top of the plassageway 14 and the fuel-valve 15.. It t on and flit gasoline-nozzle 6 into the air stream in the throat of the venturi 5, and thence on through the carburetor with the air. The

fuel-valve 15 has a short cylindrical section. I 18 by which it 'is guided into the onfice; and,

asses through a cross-drilled hole 17..

air-valve, so thatas the air-flow increases, the fuel also increases in the proper proportion.

Only so much of the details of this construction will be here described as is necessary to the general understanding of the present invention; as these details constitute part of the subject-matter of our aforesaid co-pending application. To the auxiliaryair-valve 7 is fixed an arm 19 (Fig.1) which is pivoted to one end of a proportioning-lever 20; which passes through and has a close sliding fit in a supporting trunnion-block 21 pivotally mounted on a fulcrum-pin 22 in the lower end of a pivotally adjustable fulcrumarm 23. The other end of the proportioninglever 20 carries another trunnion-block 21*, which is pivotally attached to the top of the fuel-valve 15 (Fig. 2), by a pin 24. Thus as the air-valve 7 moves, the proportioning lever turns about the pin 22 and gives to the fuel-valve 15 a motion that is in proportion to that of the air-valve 7'; and the proportioning-lever slides slightly in the trunnionblock 21 as required in this movement.

The fulcrum-arm 23 is carried by a shaft 49, which may be rocked to vary the position of the fulcrum-pin 22, as is fully explained in our co-pendlng application. It is sufficient here that the shaft 49 passes through the body-casting to the outside, and there has two arms 50 and 51 (Fig. 3) fixed to it, with the arm 51 pressed against an adjustable stopscrew 52 by a spring 54 (Fig. 2), and with the arm 50 movable against the action of such spring 54 either by a cam 55 on the throttleshaft 56 when the throttle approaches its wide-open position or by a wire 62 which leads from such arm 50 to a convenient point on the dash.

The movement of the air-valve 7 and its connected parts is controlled by a dash-pot 27 (Fig. 1), which keeps such air-valve from fluttering. The dash-pot cylinder 27 lies below the fuel level in' the float-chamber 2 and is always filled with fuel; and a dash-pot piston 28 having a good fit in the cylinder 27 is mounted on the valve-stem 16 of the air-valve 7. A spring 26 presses the piston 28 and valve stem 16 upward, and thus tends to seat the air-valve 7. The details of the dash-pot 27 are fully set forth and claimed in our co-pending application; and further description of those details here is unnecessary to an understanding of the invention to which this present application directly relates.

The improved accelerating device is shown in detail in Fig. 2. It is made as a fuel-lifting mechanism as distinguished from a pump. This distinction is an important point in the operation of the device, and will therefore be brought out clearly as the detailed description of the apparatus proceeds. This fuel-lift is preferably actuated from the throttle-shaft. In the form here shown,

when the lift is being used vigorously.

the lift-cylinder 34 is supported on a lug 35 on the carburetor body 1, by means of a threaded part 36. This lift-cylinder extends down into the fuel-chamber 2. The lift-piston 37 is fastened to the end of a piston rod 38. The piston is drilled to provide holes 39. A thin check disc 40 lies on top of the piston, and can move up to a shoulder 41 on the piston-rod. The fuel can therefore fill the lower end of the lift-chamber, and the part 42 or lift-chamber proper, through the holes 39 and flowing around the edges of the disc 40. A reduced section of the lift-chaufber, the part or passageway 43, extends from just below the fuel level in the float-chamber 2, to some point sufiiciently above such fuel level so that tipping the carburetor will never submerge the upper-end of said passageway 43 in practice. This section is reduced in size in order to reduce the volume of fuel required to raise the level up to the height of a crosspassage 45, thus reducing the amount the piston 37 will have to move before beginning to deliver fuel through saidcross-passage 45; but it is not sufiiciently restricted to interfere with the free delivery of fuel through it in either direction. When the lift-piston is raised, the fuel can therefore flow freely through the reduced section 43 into an upper enlarged section 44 or measuring chamber of the lift-chamber. From here it can flow through the cross-passage 45 into the venturi 5. The rate at which the extra fuel is 'delivered to the venturi will be determined by the size of a hole 46 in such cross-passage. A ring 47 has a sliding fit on the piston-rod in the uppersection 44 of the lift-chamber, and enters a chamber in a cap 36 to keep the fuel from being ejected through the ca 36 1s ring 47 is in no wise a check-valve.

When accelerating from a low speed it requires only a few degrees of throttle motion to throw the engine into a. full-torque condition, making a full charge of extra gasoline necessary. When the throttle is opened wide, no more fuel than this is needed. This sit- .uation is met as follows: The lower section 42' of the lift-chamber is made quite large, while the elevated section 44 is much smaller, and is provided with a large overflow passageway 48. It is therefore possible to fill the upper section 44 with a small movement of the throttle, and any fuel pumped into such upper section 44 beyond the required amount will pass through the overflow passageway 48 back into the fuel-chamber again. The total quantity of extra fuel supplied is therefore measured in this small elevated chamber-section 44, and this quantity may be determined by the height of the overflow 48. By this means it is possible to supply the full charge of extra fuel for acceleration with a small. openin movement of the throttle without wasting uel or causing the v liver a definite volume of fuel.

' fuel level of said fuel en na to load when the throttle is kicked wi e open. 1

The difference between our. lift apparatus and a ump lies in the fact that we have only a sing e check-valve and have a fuel 11ftchamber that is in continuous free communication from the lift-piston to the overflow passageway 48, while a pump hastwo valves and two fuel chambers. In our apparatus a rapid raising and lowering of the lift-piston will merely raise and lower the same fuel in the lift-chamber, resulting in a very small delivery of fuel from the top. In a pump, however, each stroke of the piston will de- In an accelerating device this will result in the following difference in performance: When the throttle is opened wide and then quickly closed with a pump accelerating device attached, the full charge of extra fuel for acceleration will nevertheless be added,'and will be added at a time when it'is not only not needed, but when the engine is already predisposed ,to load due to the fact that it'is decelerating. In our lift device this is not the case, as the extra fuel raised on opening the throttle is immediately withdrawn when the throttle is closed. F urthermore,.repeated opening and closing of the throttle attached to a pump will .deliver. an excessive amount of fuel and load the engine while such a result will never occur with our apparatus.

Our accelerating device is capable of wide variation from the preferred form shown. For instance, in its referred form it is mechanically operated in unison with the throttle, ,but this is not necessary to the car rymg out of the essential idea of our invention. It is furthermore not essential that the accelerating the carburetor, nor that the fuel be delivered on the up-stroke of the lift-piston, and these features are shown as illustrative.

We claim as our invention 1. In a carburetor, the combination with a mlxmg chamber, throttling meansfand a fuel chamber; of an accelerating device comprising a lift-chamber extending below the chamber, a check-valve allowing saidlift chamber but resisting the flow 'of fuel chamber above the fuel level, a passageway connecting saidlift chamber ed chamber, a mechanical connection between said lift piston and said throttling means whereby fuel is lifted into said elevated chamber by an' opening motion of said throttling means, an overflow from said elevated chamber back into the fuel-chamber, and a restricted (passageway leading from elevated chamber to said mixing-chamber.

2. In a carburetor, the combination with device be an integral part ofto fill with fuel in the op osite direction, a plston in .said lift cham er, a

and said elevata mixing-chamber, and a fuel-chamber; of an accelerating device comprising a fuel-lift having a relatively large lift-chamber, a relatively small 'meaSuring chamber connected with said lift-chamber, an overflow passageway for said measuring-chamber, and a passageway leading from said measurlng-chamher to said mixing-chamber, said last named passageway being restricted to control the rate of delivery of fuel from said measuringchamber to said mixing-chamber.

1 3. In a carburetor, the combination wlth a mixing-chamber, a throttle, a throttle-shaft, and a fuel-chamber; of an accelerating device comprising a fuel-lift mechanically operated from said throttle-shaft and having a relatively .large lift-chamber, a relatively small measuring-chamber connected with said lift-chamber, an overflow passageway for said measuring-chamber, and a passageway leading from said measuring-chamber to said mixing-chamber, said last named passageway being restricted to control the rate of delivery of fuel from said measuringchamber to said mixing-chamber.

4. In a carburetor, the combination with a mixing-chamber, throttling means and a fuel-chamber; of an accelerating device com prising a fuel-lift operating with said throttling means so as to elevate fuel as said .throttling means is opened, a measuring chamber into which fuel is elevated, an overflow passageway from said measuring-cham ber returning the excess fuel to said fuelchamber, and a assageway leading from said measuring-c amber. to. said 'mixing chamber, said last named passageway being restricted to control the rate of delivery of fuel from said measuring-chamber to said mixing-chamber.

5. In a carburetor, the combination with amixing-chamber, and a fuel-chamber; of an accelerating device comprising a fuel-lift 7 said passage to thereby form a main carburetor, a throttle valve for controlling the flow of combustible'mixture through said passage, a, manually operable oscillating shaft where-- by 'said t rottle valve is carried, a pump 0 amber associated with said float bowl, an accelerating well also associated with said float bowl and having a jet discharging into said main air passage, a passage leading from said pump chamber into said accelerating well, an overflow passage leading from said accelerating well into said float bowl, a plunger operating in said pump chamber and a plunger operating member carried by said oscillating shaft and adapted to operate said plunger to thereby supply liquid fuel to said accelerating well, said pump chamber being of comparatively large capacity as compared with the capacity of said accelerating well.

7 In a carburetor, the combination of a fuel supply chamber, a mixing chamber, and throttling means for controlling the flow of combustible mixture through said mixing chamber, of an accelerating device comprising a second fuel chamber, a piston insaid second fuel supply chamber, means operatively connecting said piston to said throttling means to move said piston when said throttle is opened, means for supplying fuel' to said second fuel chamber from said fuel supply chamber, a reservoir to receive the fuel displaced from said second fuel chamber by movement of the piston therein, said reservoir having a 'et discharging intosaid mixing chamber, an an overflow passage leading from said reservoir into said fuel supply chamber.

8. A carburetor having a passage way therethrough, a valve in said passage way, a fixed level fuel chamber from which fuel is fed to said passage way by aspiration, means for conveying fuel to said passage way in excessof that fed by aspiration, the fuel in said conveying means being exposed to an absolute pressure higher than the pressure in said passageway and the conveying means having capacity for a limited volume, means for forcing fuel from said fixed level fuel chamber to said conveying means, said forcing means having a maximum capacity greater than the capacity of said conveying means, and means whereby the fuel forced into said conveying means in excess of its capacity will be returned to said fixed level fuel chamber. v

9. In a carburetor, a carbureting chamber,

a float chamber, a throttle valve in said carbureting chamber, an auxiliary fuel chamber at a level higher than the maintained level of fuel in said float chamber and from which fuel is fed to said carbureting chamber, an automatic pump operating coincidently with the movement of said throttle valve by which fuel is elevated to said auxiliary fuel cham her from said float chamber, said auxiliary fuel pump being so arranged that fuel pumped into said auxiliary fuel chamber in excess of its capacity will be returned to said float chamber.

10. In a carburetor a mechanism-having a movement relative to the body portion coincident with changes in the rate of mixture flow therethrou h, said mechanism moving in one direction during an increasing rate and in the opposite direction during a diminishing rate, a main fuel chamber, having a fixed level, a supplemental fuel chamber having a spillWay at a higher level than the fixed level in said main fuel chamber, said spillway leading to said main fuel chamber, and determining the maximum elevation of fuel in said supplemental fuel chamber, a carbureting chamber, a conduit leading from a point below said spillwayin said supplemental chamber to said carbureting chamber and means operated by said mechanism to move fuel out of said main fuel chamber into said supplemental fuel chamber on an increasing rate of flow through said carburetor and out of said supplemental fuel chamber into said main fuel chamber on a diminishing flow through said carburetor.

In witness whereof, we have hereunto set our hands at Indianapolis, Indiana, this 6th day of November, A. D., one thousand nine hundred and twenty-five.

OTTO C. BERRY. HOWARD W. LINKERT.

Images